EP2313633B1 - Procede et dispositif de commande du fonctionnement marche-arret d'un moteur a combustion interne - Google Patents

Procede et dispositif de commande du fonctionnement marche-arret d'un moteur a combustion interne Download PDF

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Publication number
EP2313633B1
EP2313633B1 EP09779762A EP09779762A EP2313633B1 EP 2313633 B1 EP2313633 B1 EP 2313633B1 EP 09779762 A EP09779762 A EP 09779762A EP 09779762 A EP09779762 A EP 09779762A EP 2313633 B1 EP2313633 B1 EP 2313633B1
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EP
European Patent Office
Prior art keywords
internal combustion
combustion engine
crankshaft
starter
speed
Prior art date
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Active
Application number
EP09779762A
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German (de)
English (en)
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EP2313633A1 (fr
Inventor
Ewald Mauritz
Karl-Otto Schmidt
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Robert Bosch GmbH
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Robert Bosch GmbH
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Publication of EP2313633A1 publication Critical patent/EP2313633A1/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0851—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear
    • F02N11/0855—Circuits or control means specially adapted for starting of engines characterised by means for controlling the engagement or disengagement between engine and starter, e.g. meshing of pinion and engine gear during engine shutdown or after engine stop before start command, e.g. pre-engagement of pinion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/042—Introducing corrections for particular operating conditions for stopping the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/022—Engine speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2250/00—Problems related to engine starting or engine's starting apparatus
    • F02N2250/04—Reverse rotation of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/102—Control of the starter motor speed; Control of the engine speed during cranking
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2006—Control related aspects of engine starting characterised by the control method using prediction of future conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2008—Control related aspects of engine starting characterised by the control method using a model

Definitions

  • the invention relates to a method of a control and a controller for a start-stop operation of an internal combustion engine in a motor vehicle for short-term stopping and starting the internal combustion engine, which is started by an electric machine as a starter, wherein by a detection device, the position and the Speed of a crankshaft during operation and after switching off the internal combustion engine, in particular at a short-term stop, is detected.
  • the invention further relates to a computer program product and a controller having a microcomputer with a program memory.
  • the internal combustion engine is started by means of a starter having a starter pinion meshed with a ring gear of an internal combustion engine.
  • a starter pinion meshed with a ring gear of an internal combustion engine.
  • the DE 10 2006 039 112 A1 describes a method for determining the speed of the starter for a motor vehicle engine. It is further described that the starter includes its own starter controller to calculate the speed of the starter and to accelerate the pinion from the starter first without engagement in a start-stop operation, when a self-starting of the engine due to decreased speed no longer is possible. The pinion is engaged at synchronous speed in the ring gear of the expiring internal combustion engine.
  • the DE 10 2005 004 326 describes a starting device for an internal combustion engine with a separate engaging and starting operation.
  • the starting device has a control unit which controls a starter motor and an actuator for engaging a starter pinion separately. From the control unit, the pinion can be meshed before starting the vehicle in the ring gear before the driver has expressed a new start request.
  • the actuator is already actuated as an engagement relay during a coastdown phase of the internal combustion engine.
  • the speed threshold is in this case far below the idle speed of the engine to keep the wear of the Einspurvorides as low as possible.
  • the controller is a soft start, for example, achieved by a clocking of the starter current.
  • the performance of the electrical system is monitored by analyzing the battery condition and accordingly the starter motor is clocked or supplied with power.
  • the invention describes that the crankshaft can be positioned shortly before or after reaching standstill of the internal combustion engine to shorten the start time.
  • the DE 10 2005 021 227 A1 describes a starting device for an internal combustion engine in motor vehicles with a control unit, a starter relay, a starter pinion and a starter motor for a start-stop operating strategy.
  • An underlying idea of the invention is that the speed curve of a crankshaft when switching off the engine is extremely inhomogeneous and therefore a rough averaging leads to a coarse deceleration, which is disadvantageous for a meshing a starter pinion of a starter in a ring gear of an internal combustion engine because of a large tolerance band , Therefore, according to one idea of the invention, the speed profile of a decreasing speed of the crankshaft is calculated in each case up-to-date, individually and specifically.
  • the object is achieved by a method in that the course of the speed crankshaft after switching off the internal combustion engine is actively and recalculated in advance.
  • a high-precision statement about the rotational speed of a ring gear in advance can be calculated, since current environmental conditions, such as temperature and current friction and braking torques in the measurement result and the calculation incorporated.
  • Active is thus a current calculation of new measured values, without looking up and deriving forecast values from previously defined characteristics.
  • the angular velocity of the crankshaft of the internal combustion engine is detected and calculated at characteristic, in particular recurring, positions of the crankshaft during the outflow of the internal combustion engine.
  • This has the advantage that the data quantities to be measured and analyzed, in comparison to an analysis of the entire inhomogeneous velocity course with coarse averaging, very much are low.
  • the external conditions which influence the angular velocity or the angular velocity gradient for example the engine temperature, the engine oil quality, the age of the engine, internal friction moments and additional braking torques by additional units, etc., are advantageously recorded.
  • a very specific and much more accurate forecast for the course of the rotational speed of the crankshaft can be achieved, as is conventionally known. So far, it has been known to interrogate values from characteristic curves which are laid down with a rough averaging in the control, for example.
  • the angular velocity of the crankshaft is detected and calculated in ignitable top dead centers.
  • the fact that the ignitable top dead centers of an internal combustion engine reproduce characteristic speed runs in which the angular speed is somewhat slower for a short time than in the other positions is advantageously adopted in accordance with the method according to the invention.
  • the top dead centers (ZOT) can provide reliable data to actually determine a low-volume speed history and make a prognosis on the future crankshaft angular velocity.
  • At least two values of the angular velocity of ignitable top dead centers are used to calculate at least one third value for a following, future ignitable top dead center (ZOT 3).
  • ZOT angular velocity of ignitable top dead centers
  • ZOT 3 future ignitable top dead center
  • an averaged correction factor is calculated from energy losses of a decompression phase of a first cylinder and a compression phase of a second cylinder of the internal combustion engine as a firing sequence for calculating the angular velocity in future top dead centers and taken into account.
  • the speed curve is detected at a high speed with a sampling rate by a sensor device on the internal combustion engine, and the determined values are evaluated to forecast low speeds shortly before standstill.
  • a conventional sensor device can be inexpensively used on the crankshaft of the internal combustion engine whose sampling rate is typically limited to 50 to 100 signals per revolution.
  • values from a high speed range are concluded to values in a low speed range.
  • a future angular velocity can be derived.
  • the angular velocity of the crankshaft is calculated in advance, determines therefrom a synchronous speed for a running-up starter and then a starter pinion meshed by the starter in a declining speed spur gear of the internal combustion engine at substantially synchronous speed.
  • Synchronous meshing means the speed and the time when the speed of the starter pinion and the speed of the ring gear of the internal combustion engine are substantially equal, d. H. the window of a speed difference of starter pinion and ring gear is sufficiently small.
  • the rotational speed of the starter pinion is brought to a predetermined Einspurzeittician by driving from a controller, which is designed for a start-stop operation, on the previously calculated speed of the internal combustion engine.
  • a controller which is designed for a start-stop operation, on the previously calculated speed of the internal combustion engine.
  • the angular velocity of the crankshaft with starter pinion meshed in the sprocket is calculated in advance and the starter momentarily energized in response to a previously calculated prospective position of a standstill of the crankshaft to a back-swinging avoid the crankshaft and / or the crankshaft in a favorable engine-specific preferred position, in particular with an angle greater than 60 °, and more preferably about 80 ° to 100 °, most preferably of about 90 °, before the next upper ignitable dead center move.
  • the angle values are only examples and are given here by way of example for example as a 6-cylinder engine.
  • the method described above can be used a second time for a start-stop operation to bring the crankshaft in such an optimal angle in the internal combustion engine, in which the internal combustion engine can be started quickly.
  • the object is also achieved by a computer program product which can be loaded with program instructions into a program memory in order to execute all the steps of the method described above when the program is executed in a controller.
  • the computer program product requires no additional components in the vehicle, but can be implemented as a module in existing controls in the vehicle.
  • the computer program product may be provided, for example, in the engine controller, a separate dedicated controller, or a starter controller.
  • the computer program product has the further advantage that it can easily be adapted to individual and specific customer requirements, as well as an improvement of the operating strategy by improved empirical values or individually provided values of the vehicle can be easily used.
  • the object is also achieved with a controller in that the microcomputer in the controller is designed as a detection, evaluation and control device, wherein in the program memory, a computer program product described above is loadable to carry out a method described above.
  • the controller for a start-stop operation may be formed either in a motor controller or in a separate controller, for example in a starter control for controlling a starter or separately from other controllers.
  • the controller is in information contact at least with the motor control via a bus system.
  • the control is, for example, in the engine control educated.
  • the controller is alternatively advantageously housed in the starter control. Both alternatives have the advantage that essential parts of the hardware, which are available for other functions, for example, can be used to carry out the method.
  • the Fig. 1 shows a simplified circuit diagram of drive components, to perform a start-stop operating strategy.
  • An internal combustion engine 1 is formed with a plurality of cylinders 11, 12, 13, 14. Pistons in the cylinders 11 to 14 drive a crankshaft 2.
  • a gear 3 is mounted on the crankshaft 2, which typically has 50 to 100 teeth and gaps. At one point on the gear 3, a larger gap is formed as a synchronization mark.
  • the sync mark and the tooth gap sequence detected a sensor 4 and transmits these detected values to the engine controller 5.
  • a ring gear 6 is mounted on the crankshaft 2 at the end opposite the gear 3.
  • the ring gear 6 is turned on by a starting device 7 when starting the internal combustion engine 1.
  • the starting device 7 comprises a starter 8 on the axis of a starter pinion 9 is mounted axially displaceable.
  • the starter pinion 9 is by means of a starter relay 10 in the ring gear 6 and disengaged.
  • the starting device 7 has a starter control 15.
  • the starter control 15 has a microcomputer 16 with a program memory 17. By means of the starter control 15, the starter relay 10 and the starter 8 can be selectively controlled separately.
  • the microcomputer 16 also has a timer 18.
  • the microcomputer 16 is in motor contact with the motor controller 5 via a bus system, for example via a CAN bus 19, in information contact.
  • the engine controller 5 is connected to the information exchange with actuators and sensors of the internal combustion engine 1.
  • the sensor 4 is in information contact with the motor control 5 via a bus system 20 in order to control the actuators on the basis of values from sensors.
  • the microcomputer 16 leads to the Fig. 2 described method in which he receives the crankshaft position and the angular velocity of the crankshaft 2 transmitted from the engine controller 5.
  • the Fig. 2 shows a flowchart of a particularly preferred method.
  • step S1 the internal combustion engine 1 is started after previously the crankshaft position and the rotational speed of the crankshaft 2 have been measured and transmitted to the engine controller 5.
  • the rotational speed n of the crankshaft 2 and the position of the crankshaft 2 are continuously measured by a sensor device comprising the gear 3 and the sensor 4. For verification and correction, this information is transmitted to the engine controller 5.
  • step S3 the engine controller 5 receives a switch-off signal for a short-term stop of the internal combustion engine 1 due to switch-off conditions, which are transmitted either via the same bus system, a CAN bus 19, or via a separate bus system.
  • the switch-off conditions result, for example, from the speed of the vehicle and / or a pedal position and / or gear selection of the vehicle.
  • the engine controller 5 or another controller, which is provided for a start-stop operation, an operating strategy, according to which the internal combustion engine 1 and the starting device 7 are controlled in order to as quickly as possible availability of the internal combustion engine 1 at a to be able to provide a changing driver's desired operation.
  • the internal combustion engine is switched off after receiving a stop signal due to a start-stop operating strategy.
  • the internal combustion engine 1 comes after switching off, for example, a stop of the fuel supply, not immediately to a stop, but runs in a characteristic way.
  • a stop of the fuel supply not immediately to a stop, but runs in a characteristic way.
  • an angular velocity sets in which characterizes the kinetic energy of the entire system at this point in time.
  • the angular velocity in these top dead centers ZOT is measured in a step S4 and the kinetic energy is calculated.
  • an indication of the angular velocities to be expected in the next cycles is feasible from the angular velocity as compared to the angular velocities which have been set earlier in one cycle or more cycles.
  • the angular velocity ⁇ n is determined in the range of predetermined characteristic positions of the crankshaft 2 corresponding to the ignitable top dead centers (ZOTs). "n" stands for the nth ZOT point. From two values determined during the run, the angular velocity gradient is determined and thus the next and also the following ZOTs are determined. Thus, a very accurate and very precise prediction is feasible, at what time in the millisecond range and at what speed the next ZOTs are traversed.
  • the braking torque acting against the direction of rotation during the engine run-out M brake is considered as a first approximation as constant.
  • the braking torque is composed of internal friction torques, heat losses, flow losses and losses due to accompanying auxiliary units.
  • K * ⁇ 2 1 / 2 * J * ⁇ 2
  • t n + 1 ⁇ n + 1 - ⁇ n / ⁇ brake + t n
  • the Fig. 4 shows the typical location of the ZOT values in a time-angular velocity or speed diagram for a 6-cylinder engine.
  • a correction factor due to a plurality of cylinders in the internal combustion engine is additionally calculated in step S5, and the next ZOTs are determined therefrom.
  • the Fig. 4 shows the angular velocities without a correction factor from cylinder to cylinder deviations for a illustrated 6-cylinder engine with a thin drawn line N.
  • the correction factor comprises a cylinder-specific deviation, which is taken into account with the thicker drawn characteristic curve N k , in which the values for ZOT2 and ZOT4 are slightly above and the values for ZOT3 are each shown below the thinner line N.
  • the correction factor is composed of the losses during the last decompression phase and the losses of the next compression phase.
  • the ZOTs are to be traversed in the order shown in FIG. 5, for example, ZOT1, ZOT2, ZOT3, ZOT4, ZOT5 ... ZOTn.
  • decompression / compression pairings ie a firing sequence pairing that characterizes the energy loss from ZOT to ZOT, namely in the following pairing equation: (decompression 1 / compression 2), (decompression 2 / compression 3), (decompression 3 / compression 4), (decompression 4 / compression 5), ..., (decompression n / compression n + 1).
  • the total torque acting counter to the direction of rotation ie the braking torque
  • N the straight line N from the 3 and 4
  • the braking torque is composed of internal friction moments, heat losses, flow losses and losses due to accompanying additional units.
  • step S5 for the internal combustion engine and for the current state of the internal combustion engine the typical individual correction factor for each individual ignition sequence pairing is taken into account.
  • the typical correction factor has either been recalculated or is a "learned" correction factor, which has been averaged over the time axis by a linearly falling line N during a runoff of the engine at the ZOT times.
  • An evaluation of the deviation of the individual speeds in the respective ZOTs to the linearized curve gives the correction factor for the respective ignition sequence pairing.
  • a plurality of successive outlets of the internal combustion engine are optionally analyzed and evaluated accordingly. Averaging over multiple correction factor determinations increases the accuracy of the correction.
  • the angular velocity gradient is evaluated for each individual outlet of the internal combustion engine.
  • no values from a stored characteristic map are used to predict the next ZOTs, since the velocity profile is inhomogeneous and has a broad tolerance field, so that no specific statement can be determined.
  • the method according to the invention has the advantage that the prediction values for the time and the angular velocity in the next ZOT passes are independent of any sudden or even long-time constant changing external conditions.
  • step S4 and S5 The amounts of data to be measured and analyzed in step S4 and S5 are small. Despite the reduced measurement and computational effort, a very specific and a very accurate forecast for the future can be made about the time of the following ZOTs.
  • a position-dependent speed measurement of the crankshaft is made in order to make a prognosis for the future.
  • step S5 a certain precalculated time in which the starter pinion 9 can be meshed into the ring gear 6 at the same speed
  • step A1 it is queried whether this time has been reached. If this time has not yet been reached, the controller repeats steps S4 and S5 and detects, calculates and corrects the speed profile for the next ZOTs in the millisecond range. Once the predicted time has been reached, the controller checks whether a (fine) correction of the Einspurzeithuis is performed due to the latest forecast and the currently adjusting engine speeds and the expected speed of the starter pinion. With this optionally corrected Einspurzeittician the control goes into Step S6 on.
  • step S6 the starter pinion 9 is moved at a predetermined time by the starter relay 10 in the axial direction on the axis of the starter 8 and meshed with the ring gear 6.
  • the starter 8 is started depending on the operating strategy either before switching off, simultaneously with the switching off of the internal combustion engine 1 or during the execution of steps S4 and S5 and accelerated to a rotational speed n, which has been determined by the controller in step S5.
  • the starter pinion 9 can be meshed in a very precise tolerance band with an approximate synchronous speed.
  • the starter pinion 9 remains meshed in the ring gear 6 and runs with the internal combustion engine 1, as long as no change in the operating strategy is provided, or no change in the desired operation is transmitted to the engine control 5.
  • step S7 the controller checks in accordance with the method described in steps S4 and S5 with which position the crankshaft will come to a standstill.
  • crankshaft 2 In a subsequent query A2 is queried whether the crankshaft 2 will come to an ideal position to a halt in order to start the internal combustion engine 1 as quickly as possible, d. H. the crankshaft 2 is at a ZOT, for example, at a favorable angle of about 90 ° before the next ZOT. If this is the case, then the process comes to an end in the control.
  • the starter 8 is energized in a defined manner in the range of milliseconds in step S8, so that the crankshaft 2 is brought into a precisely defined position in order to obtain the To start the engine 1 as fast as possible and from an ideal state.
  • the starter 8 functions in this step S8 together with the starter control 8 as a servomotor or as an actuator.
  • the position of the crankshaft is detected further and possibly the starter 8 briefly energized again, so that the crankshaft 2 comes to a standstill at an intended angle to the next ZOT. Subsequently, the process returns to the end. In the end, therefore, only a start pulse from the engine control 5 to start the internal combustion engine 1 is awaited.
  • the Fig. 3 shows how to Fig. 2 and to step S4 and S5 already described a characteristic K 1 of the crankshaft 2 with characteristic positions in the outlet of an internal combustion engine 1 after the internal combustion engine 1 has been turned off, for example.
  • characteristic points arise at the so-called ZOTs (ZOT1, ZOT2, ZOT3, ZOT4, ZOT5), in which the speed curve initially drops steeper due to the compression behavior before a working phase of the individual cylinders 11 to 14.
  • the speed history has local minima or regions with a shallower angular velocity gradient due to the increase in velocity during the decompression phase.
  • the linear characteristic N the angular velocity gradient over the time t is shown.
  • the Fig. 4 shows the location of the ZOT values over a larger time range than the Fig. 3 once without the correction of cylinder to cylinder deviations as a characteristic N and once as a characteristic N k with consideration of the above-described correction factor.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combined Controls Of Internal Combustion Engines (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Claims (8)

  1. Procédé de commande pour un fonctionnement marche-arrêt d'un moteur à combustion interne (1) dans un véhicule automobile pour l'arrêt de courte durée et le démarrage du moteur à combustion interne (1), qui est démarré par une machine électrique en tant que démarreur (8), un dispositif de détection permettant de détecter la position et la vitesse de rotation d'un vilebrequin (2) pendant le fonctionnement et après la coupure du moteur à combustion interne (1), l'allure de la vitesse de rotation du vilebrequin (2) après la coupure du moteur à combustion interne (1) étant calculée à nouveau à l'avance, et une vitesse de rotation synchrone pour un démarreur (8) accélérant étant déterminée à partir de celle-ci, et ensuite un pignon de démarreur (9) étant engrené par le démarreur (8) dans une couronne dentée (6) du moteur à combustion interne (1) ralentissant avec une vitesse de rotation décroissante lorsque la vitesse de rotation est sensiblement synchrone, caractérisé en ce que la vitesse angulaire du vilebrequin (2) du moteur à combustion interne (1) est détectée et calculée dans des positions caractéristiques du vilebrequin (2) pendant son ralentissement.
  2. Procédé selon la revendication 1, caractérisé en ce que la vitesse angulaire est détectée et calculée dans les points morts hauts d'allumage (ZOT) du vilebrequin (2).
  3. Procédé selon l'une quelconque des revendications 1 et 2, caractérisé en ce qu'au moins une troisième valeur pour un point mort haut d'allumage suivant (ZOT3) est calculé à partir d'au moins deux valeurs de la vitesse angulaire de points morts hauts d'allumage (ZOT).
  4. Procédé selon l'une quelconque des revendications 1 à 3, caractérisé en ce qu'un facteur de correction, constitué des pertes d'énergie d'une phase de décompression d'un premier cylindre et d'une phase de compression d'un deuxième cylindre du moteur à combustion interne (1) en tant que paire de séquence d'allumage, est calculé et pris en compte pour le calcul de la vitesse angulaire dans les points morts hauts futurs.
  5. Procédé selon l'une quelconque des revendications 1 à 4, caractérisé en ce que l'allure de la vitesse de rotation est détectée dans le cas d'une grande vitesse avec un taux de balayage par un dispositif de capteur au niveau du moteur à combustion interne (1) dans le cas de vitesses de rotation élevées, et les valeurs déterminées sont analysées pour fournir des pronostics de faibles vitesses de rotation juste avant l'arrêt.
  6. Procédé selon l'une quelconque des revendications 1 à 5, caractérisé en ce que la vitesse angulaire du vilebrequin (2) est calculée à l'avance avec un pignon de démarreur (9) engrené dans la couronne dentée et le démarreur (8) est brièvement alimenté en courant de manière dosée en fonction d'une position d'arrêt probable du vilebrequin (2) calculée à l'avance, afin d'éviter un retour par balancement du vilebrequin (2) et/ou de déplacer le vilebrequin (2) dans une position préférée plus favorable spécifique au type de moteur, avant le point mort haut d'allumage suivant (ZOT).
  7. Produit de programme informatique, chargé dans une mémoire de programmation (17) avec des ordres de programmation, destiné à exécuter toutes les étapes d'un procédé selon au moins l'une quelconque des revendications 1 à 6, lorsque le programme est exécuté dans une commande.
  8. Commande pour un fonctionnement marche-arrêt d'un moteur à combustion interne (1) dans un véhicule pour l'arrêt de courte durée et le démarrage du moteur à combustion interne (1), le moteur à combustion interne (1) pouvant être démarré au moyen d'une machine électrique en tant que démarreur (8), la commande présentant un micro-ordinateur (16) avec une mémoire de programmation (17), caractérisée en ce que le micro-ordinateur (16) est réalisé sous forme de dispositif de détection, d'analyse et de commande, afin de commander de manière définie un dispositif de démarrage, un produit de programme informatique selon la revendication 7 étant chargé dans la mémoire de programmation (17) afin de mettre en oeuvre le procédé selon l'une quelconque des revendications 1 à 6.
EP09779762A 2008-08-06 2009-06-15 Procede et dispositif de commande du fonctionnement marche-arret d'un moteur a combustion interne Active EP2313633B1 (fr)

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DE102008041037A DE102008041037A1 (de) 2008-08-06 2008-08-06 Verfahren und Vorrichtung einer Steuerung für einen Start-Stopp-Betrieb einer Brennkraftmaschine
PCT/EP2009/057391 WO2010015449A1 (fr) 2008-08-06 2009-06-15 Procédé et dispositif de commande du fonctionnement marche-arrêt d'un moteur à combustion interne

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WO2010015449A1 (fr) 2010-02-11
JP2011530036A (ja) 2011-12-15
CN102112721A (zh) 2011-06-29
DE102008041037A1 (de) 2010-02-11
EP2313633A1 (fr) 2011-04-27
ATE535696T1 (de) 2011-12-15
US20110184626A1 (en) 2011-07-28

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